WO2011155586A1 - 排気管噴射制御装置 - Google Patents

排気管噴射制御装置 Download PDF

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Publication number
WO2011155586A1
WO2011155586A1 PCT/JP2011/063321 JP2011063321W WO2011155586A1 WO 2011155586 A1 WO2011155586 A1 WO 2011155586A1 JP 2011063321 W JP2011063321 W JP 2011063321W WO 2011155586 A1 WO2011155586 A1 WO 2011155586A1
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WO
WIPO (PCT)
Prior art keywords
exhaust pipe
injection
fuel
fuel pressure
injector
Prior art date
Application number
PCT/JP2011/063321
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
越智　直文
哲也 村田
貴夫 小野寺
Original Assignee
いすゞ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Priority to EP11792543.8A priority Critical patent/EP2581578B1/en
Priority to US13/703,219 priority patent/US8875492B2/en
Priority to CN201180028783.9A priority patent/CN102939446B/zh
Publication of WO2011155586A1 publication Critical patent/WO2011155586A1/ja

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/36—Arrangements for supply of additional fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/08—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a pressure sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0412—Methods of control or diagnosing using pre-calibrated maps, tables or charts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0416—Methods of control or diagnosing using the state of a sensor, e.g. of an exhaust gas sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/08—Parameters used for exhaust control or diagnosing said parameters being related to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/18—Parameters used for exhaust control or diagnosing said parameters being related to the system for adding a substance into the exhaust
    • F01N2900/1806—Properties of reducing agent or dosing system
    • F01N2900/1808—Pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an exhaust pipe injection control apparatus that injects fuel for DPF regeneration into an exhaust pipe, and relates to an exhaust pipe injection control apparatus that can control an appropriate fuel injection amount regardless of the engine speed.
  • a diesel particulate filter (hereinafter referred to as DPF) is provided in the exhaust pipe.
  • the DPF collects PM in a honeycomb structure made of porous ceramic. If the collected PM is excessively accumulated, it becomes an obstacle to the flow of exhaust gas, but the PM accumulated in the DPF can be incinerated and removed by raising the exhaust gas temperature. This is called DPF regeneration.
  • an oxidation catalyst (hereinafter referred to as DOC) made of platinum or the like is installed upstream of the DPF, and divided into multiple times in order to obtain engine propulsion.
  • DOC oxidation catalyst
  • the exhaust gas temperature is increased to the activation temperature of the DOC by increasing the fuel injection amount, and then fuel injection (post injection) for DPF regeneration is performed at an appropriate crank angle.
  • hydrocarbon hereinafter referred to as HC
  • HC hydrocarbon
  • EGR exhaust gas recirculation
  • exhaust pipe injection unlike post injection in which fuel is injected into a cylinder, the injection timing is determined independently of the crank angle, and the fuel injection amount is also arbitrarily determined.
  • exhaust pipe injection is a novel technique, and considerable time must be spent on experiments to find the injection timing and fuel injection amount that can effectively increase the exhaust gas temperature without wasting fuel.
  • the post injection technique has already been established through many experiments, and appropriate injection timing and fuel injection amount are mapped. Therefore, the present inventors considered setting the target injection amount of the fuel injection amount in the exhaust pipe injection based on the target injection amount in the post injection.
  • a map of target injection amount in exhaust pipe injection is set so that an amount of fuel commensurate with the fuel injection amount post-injected in each cylinder in one combustion cycle of the engine is exhausted within a predetermined time corresponding to one combustion cycle.
  • fuel injection in the engine is performed by storing high-pressure fuel in the common rail and distributing the fuel from the common rail to the injectors of each cylinder.
  • the injector has a valve body that is driven by the electromagnetic force of the coil, and is configured so that the fuel injection amount can be controlled by controlling the fuel injection time according to the time width of the pulse current that is supplied to the coil (hereinafter referred to as the current supply time). Has been.
  • an injector exhaust pipe injector
  • a feed pump is used.
  • the feed pump is connected to the crankshaft, is rotated along with the engine, and supplies fuel with a delivery force corresponding to the engine speed.
  • an object of the present invention is to provide an exhaust pipe injection control device capable of solving the above-described problems and controlling an appropriate fuel injection amount regardless of the engine speed.
  • the present invention provides a diesel particulate filter that is installed in an exhaust pipe of an engine and collects particulate matter, and is installed upstream of the diesel particulate filter and injects fuel into the exhaust pipe.
  • an injection time in which the fuel injection time of the exhaust pipe injector is set so that fuel is injected according to the target injection quantity with respect to the target injection quantity and the exhaust pipe injection fuel pressure that is the pressure of the fuel applied to the exhaust pipe injector Refer to the map and the injection time map by the target injection amount and the exhaust pipe injection fuel pressure. It is obtained by an exhaust pipe injection execution unit for performing the injection.
  • the feed pump is rotated along with the engine to supply fuel to the exhaust pipe injector with a delivery force corresponding to the engine speed, and an exhaust pipe injection fuel pressure is detected between the feed pump and the exhaust pipe injector.
  • An exhaust pipe injection fuel pressure sensor may be provided.
  • An exhaust pipe injection fuel pressure map in which an exhaust pipe injection fuel pressure is set in advance with respect to the engine speed and a virtual exhaust pipe injection fuel pressure detection unit that refers to the exhaust pipe injection fuel pressure map with the engine speed may be provided.
  • the present invention exhibits the following excellent effects.
  • FIG. 1 is a system configuration diagram of an engine, an intake / exhaust system, and a fuel injection system in a vehicle to which an exhaust pipe injection control device of the present invention is applied.
  • this invention it is the figure which showed the procedure which determines the fuel injection time of an exhaust pipe injector with the circuit image. It is a three-dimensional graph of the BPW map used for this invention.
  • FIG. 1 shows a system configuration of an engine, an intake / exhaust system, and a fuel injection system in a vehicle to which the exhaust pipe injection control device of the present invention is applied.
  • An exhaust pipe 103 for exhausting the exhaust gas of the engine 101 to the atmosphere is connected to the exhaust manifold 102 of the engine 101, and the exhaust manifold 102 is connected to the uppermost stream of the exhaust pipe 103.
  • An EGR pipe 105 for circulating exhaust gas from the intake manifold 104 to the intake manifold 104 is provided.
  • the EGR pipe 105 is provided with an EGR cooler 106 that cools the exhaust gas, and an EGR valve 107 that adjusts the EGR amount (or EGR rate).
  • a turbine 109 of a high-pressure stage turbocharger 108 is provided downstream of the exhaust pipe 103, and a turbine 111 of a low-pressure stage turbocharger 110 is provided further downstream.
  • An exhaust brake valve 112 that closes the exhaust pipe 103 is provided downstream of the turbine 111, and a DPF unit 113 is provided further downstream.
  • the DPF unit 113 includes a DOC 114 that promotes oxidation of the fuel injected into the exhaust pipe 103 during DPF regeneration, and a DPF 115 that collects PM.
  • An exhaust throttle 116 is provided downstream of the DPF unit 113, and the exhaust pipe 103 is opened to the atmosphere downstream of the exhaust throttle 116.
  • the exhaust pipe 103 may be provided with an SCR (selective reduction catalyst) device (not shown).
  • the intake manifold 104 is connected to the intake manifold 104 for taking air into the engine 101 from the atmosphere.
  • the uppermost stream of the intake pipe 117 is open to the atmosphere, and an air cleaner 118 for removing foreign matters such as dust is provided downstream thereof.
  • a compressor 119 of the low-pressure stage turbocharger 110 is provided downstream of the air cleaner 118, and a compressor 120 of the high-pressure stage turbocharger 108 is provided further downstream.
  • An intercooler 121 for cooling the intake air compressed by the low-pressure stage turbocharger 110 and the high-pressure stage turbocharger 108 is provided downstream of the compressor 120, and an intake throttle 122 for limiting the intake air amount is provided further downstream. It has been.
  • An intake pipe 117 is connected to the intake manifold 104 downstream of the intake throttle 122.
  • the piston head 132 is configured to make a stroke in a cylinder 131 which is shown with a part of the engine 101 broken.
  • the injector 133 is attached, and the injection port of the injector 133 is disposed above the top dead center position of the piston head 132.
  • the drawing is shown in a simplified manner, the engine 101 has a plurality of cylinders 131, and each cylinder 131 is provided with an injector 133.
  • Each injector 133 is supplied with high-pressure fuel from a common rail 134.
  • the injector 133 has a valve body that is driven by the electromagnetic force of the coil, and the injection port is opened according to the time width (energization time) of the pulse current that is energized to the coil.
  • the high pressure fuel pipe 136 that supplies high pressure (common rail fuel pressure) fuel from the high pressure pump 135 is connected to the common rail 134.
  • an intermediate-pressure fuel pipe 138 that supplies fuel at an intermediate pressure (exhaust pipe injection fuel pressure) that is lower than the common rail fuel pressure and higher than the atmospheric pressure from the feed pump 137.
  • the feed pump 137 takes in fuel from the atmospheric pressure fuel tank 139 through the low-pressure fuel pipe 140.
  • the feed pump 137 is connected to a crankshaft (not shown), and is rotated in association with the engine 101 and sends out fuel with a delivery force according to the engine speed, so that the fuel of the exhaust pipe injection fuel pressure according to the engine speed. Can be supplied to the intermediate pressure fuel pipe 138.
  • an exhaust pipe injector 141 for injecting fuel into the exhaust pipe 103 is provided downstream of the turbine 111 of the low-pressure stage turbocharger 110 and upstream of the exhaust brake valve 112. Fuel from a feed pump 137 is supplied to the exhaust pipe injector 141 via an intermediate pressure fuel pipe 138.
  • a recovery fuel pipe 142 that recovers excess fuel to the fuel tank 139 is connected to each of the high-pressure pump 135, the common rail 134, and the injector 133.
  • the engine 101 is provided with a water temperature sensor 151 that detects the coolant temperature, a crank angle sensor 152 that detects an index on a crankshaft (not shown) as a reference position of the crank angle, an oil level sensor 153 that detects the remaining amount of engine oil, and the like. It is done.
  • the exhaust manifold 102 is provided with an engine exhaust temperature sensor 154.
  • the intake manifold 104 is provided with a boost pressure sensor 155.
  • the DPF unit 113 includes a DOC inlet exhaust gas temperature sensor 156 that detects an exhaust gas temperature at the inlet of the DOC 114, a DPF inlet exhaust gas temperature sensor 157 that detects an exhaust gas temperature at the inlet of the DPF 115, and an interval between the inlet and the outlet of the DPF 115.
  • a differential pressure sensor 158 that detects a differential pressure that is a pressure difference between the exhaust gases is provided. When PM accumulates in the DPF 115, the differential pressure increases as the accumulation amount increases, so that the DPF regeneration timing can be determined based on the differential pressure. Based on the DPF inlet exhaust gas temperature detected by the DPF inlet exhaust gas temperature sensor 157, the temperature of the DPF 115 during DPF regeneration or the like can be confirmed.
  • the intermediate pressure fuel pipe 138 is provided with an exhaust pipe injection fuel pressure sensor 159 that detects an exhaust pipe injection fuel pressure that is a fuel pressure applied to the exhaust pipe injector 141.
  • a fuel temperature sensor 160 that detects the temperature of the fuel is provided at the inlet of the high-pressure pump 135.
  • the common rail 134 is provided with a common rail fuel pressure sensor 161 that detects a common rail fuel pressure that is a fuel pressure applied to the injector 133 of each cylinder 131.
  • An air flow sensor (MAF sensor) 162 that detects the flow rate of the air sucked into the intake pipe 117 is provided downstream of the air cleaner 118 of the intake pipe 117.
  • the high-pressure stage turbocharger 108 is a variable nozzle turbocharger, and a nozzle actuator 164 that adjusts the opening area of the turbine 109 is provided upstream of the turbine 109.
  • the turbo controller 165 controls the supercharging amount or the supercharging pressure by driving the nozzle actuator 164 while referring to the boost pressure detected by the boost pressure sensor 155.
  • Means for controlling each part of the vehicle including fuel injection to the engine 101 are incorporated in an electronic control unit (ECU) 171 as a program.
  • the ECU 171 performs control such as fuel injection control by constantly detecting engine speed, accelerator opening, load torque, air amount and the like as engine parameters representing the engine state.
  • the ECU 171 performs multi-injection control in which fuel injection is performed a plurality of times from the injector 133 at an appropriate crank angle within one combustion cycle of each cylinder 131 in order to obtain the propulsive force of the engine 101.
  • the exhaust pipe injection of the present invention is controlled by the ECU 171. That is, the ECU 171 has a target injection amount setting unit 172 that sets a target injection amount to be injected at a time from the exhaust pipe injector 141 according to the engine speed and the exhaust gas flow rate, and the target injection amount and the exhaust pipe injection fuel pressure.
  • the injection time (here, BPW; Base Pulse Width) map 173 and the BPW map 173 are set so that the fuel injection time of the exhaust pipe injector 141 is set so that fuel is injected according to the target injection amount.
  • An exhaust pipe injection execution unit 174 that performs injection from the exhaust pipe injector 141 with reference to the target injection amount and the exhaust pipe injection fuel pressure is provided.
  • the ECU 171 includes an exhaust pipe injection fuel pressure map 175 in which the exhaust pipe injection fuel pressure is previously set with respect to the engine speed, and a virtual exhaust pipe injection fuel pressure detection unit 176 that refers to the exhaust pipe injection fuel pressure map 175 with the engine speed. And are provided.
  • the ECU 171 performs DPF regeneration every time the travel distance of the vehicle reaches a predetermined distance, and performs DPF regeneration when the differential pressure detected by the differential pressure sensor 158 exceeds a predetermined value. It has become.
  • the engine speed is input to the exhaust pipe injection fuel pressure map 175 and the exhaust pipe injection is performed.
  • the exhaust pipe injection fuel pressure (virtual value) that is the output of the fuel pressure map 175 is input to one input terminal of the switcher 201.
  • the exhaust pipe injection fuel pressure (sensor value) from the exhaust pipe injection fuel pressure sensor 159 is input to the other input terminal of the switch 201.
  • a sensor failure signal indicating that the exhaust pipe injection fuel pressure sensor 159 is defective is input to the control terminal of the switch 201.
  • the exhaust pipe injection fuel pressure, which is the output of the switcher 201, and the target injection amount are input to the BPW map 173, and the energization time is output from the BPW map 173.
  • the BPW map 173 is imaged by a three-dimensional graph of the target injection amount, the exhaust pipe injection fuel pressure, and the energization time (fuel injection time).
  • the energization time is substantially proportional to the target injection amount, and the energization time becomes longer as the target injection amount increases.
  • the energization time is almost inversely proportional to the exhaust pipe injection fuel pressure, and the energization time is long when the exhaust pipe injection fuel pressure is low, and the energization time is short when the exhaust pipe injection fuel pressure is high.
  • the target injection amount setting unit 172 in FIG. 1 determines the target injection amount to be injected at a time from the exhaust pipe injector 141 according to the engine speed and the exhaust gas flow rate.
  • the exhaust pipe injection execution unit 174 performs injection from the exhaust pipe injector 141 by referring to the BPW map 173 with the target injection amount and the exhaust pipe injection fuel pressure.
  • the energization time fuel injection time
  • the energization time at the intersection point between the target injection amount and the exhaust pipe injection fuel pressure in the BPW map 173 is read.
  • the exhaust pipe injector 141 is energized for a long time, and the fuel injection time becomes long. Therefore, even if the exhaust pipe injection fuel pressure is low, the fuel is injected according to the target injection amount.
  • the exhaust pipe injection fuel pressure is high, so a short energization time is output for the same target injection amount.
  • the exhaust pipe injector 141 is energized for a short time and the fuel injection time is short, the fuel is injected according to the target injection amount even if the exhaust pipe injection fuel pressure is high.
  • the exhaust pipe injection fuel pressure is detected by the exhaust pipe injection fuel pressure sensor 159, and the virtual exhaust pipe injection fuel pressure detector 176 obtains the exhaust pipe injection fuel pressure map 175 by referring to the engine speed.
  • the sensor value that is the output of the exhaust pipe injection fuel pressure sensor 159 is provided to the exhaust pipe injection execution unit 174, and when the exhaust pipe injection fuel pressure sensor 159 malfunctions, A virtual value that is an output of the exhaust pipe injection fuel pressure detection unit 176 is provided to the exhaust pipe injection execution unit 174.
  • the virtual value obtained by the virtual exhaust pipe injection fuel pressure detection unit 176 can be always used regardless of the sensor failure. Therefore, by performing exhaust pipe injection using this virtual value, it is possible to avoid a situation in which exhaust pipe injection becomes impossible due to sensor failure, DPF regeneration becomes impossible, and the vehicle cannot travel.
  • the exhaust pipe injection fuel pressure sensor 159 can cope with performance variations and changes with time of each vehicle. That is, since the exhaust pipe injection fuel pressure map 175 is uniformly set regardless of the vehicle, the virtual value obtained from the exhaust pipe injection fuel pressure map 175 is a performance variation or a change with time of the fuel injection system including the feed pump 137. Does not correspond to Since the sensor value by the exhaust pipe injection fuel pressure sensor 159 represents the fuel pressure actually applied to the exhaust pipe injector 141, it contributes to obtaining a more accurate energization time.
  • the fuel injection time of the exhaust pipe injector 141 is set so that the fuel is injected according to the target injection quantity and the exhaust pipe injection fuel pressure.
  • the exhaust pipe injection execution unit 174 that performs injection from the exhaust pipe injector 141 with reference to the BPW map 173 and the BPW map 173 with reference to the target injection amount and the exhaust pipe injection fuel pressure makes it possible to adjust the exhaust pipe according to the engine speed. Even if the injection fuel pressure fluctuates, fuel according to the target injection amount is injected from the exhaust pipe injector 141.
  • the exhaust pipe injection fuel pressure sensor 159 since the exhaust pipe injection fuel pressure sensor 159 is provided, the fuel pressure actually applied to the exhaust pipe injector 141 can be detected to obtain a more accurate fuel injection time.
  • the exhaust pipe injection fuel pressure map 175 in which the exhaust pipe injection fuel pressure is set with respect to the engine speed and the virtual exhaust pipe that refers to the exhaust pipe injection fuel pressure map 175 by the engine speed. Since it has the injection fuel pressure detection unit 176, the exhaust pipe injection fuel pressure can always be known regardless of the sensor failure, and the DPF regeneration is not disabled. Further, it is possible to provide an inexpensive vehicle model that is not equipped with the exhaust pipe injection fuel pressure sensor 159.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Exhaust Gas After Treatment (AREA)
PCT/JP2011/063321 2010-06-11 2011-06-10 排気管噴射制御装置 WO2011155586A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP11792543.8A EP2581578B1 (en) 2010-06-11 2011-06-10 Exhaust pipe injection control device
US13/703,219 US8875492B2 (en) 2010-06-11 2011-06-10 Exhaust pipe injection control device
CN201180028783.9A CN102939446B (zh) 2010-06-11 2011-06-10 排气管喷射控制装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2010-134512 2010-06-11
JP2010134512A JP6122238B2 (ja) 2010-06-11 2010-06-11 排気管噴射制御装置

Publications (1)

Publication Number Publication Date
WO2011155586A1 true WO2011155586A1 (ja) 2011-12-15

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PCT/JP2011/063321 WO2011155586A1 (ja) 2010-06-11 2011-06-10 排気管噴射制御装置

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Country Link
US (1) US8875492B2 (zh)
EP (1) EP2581578B1 (zh)
JP (1) JP6122238B2 (zh)
CN (1) CN102939446B (zh)
WO (1) WO2011155586A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103321718A (zh) * 2012-03-20 2013-09-25 罗伯特·博世有限公司 用于将燃料计量添加到排气通道中的方法和控制单元

Families Citing this family (1)

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